Carbureter.



F. SCHLUETER a; c. MEMLE.

CARBUHETER.

APPLICATON FILED FEB. 9. |916.

Yate/nte@ Jan. i6, W17.

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F. SCHLUETER L C. IVIERECLE.

CARBURETER.

APPLICATION FILED FEB. 9,'1916.

Patented Jan, 16, 1917.

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FREJDRICK SCHLUETER .AND CLARENCE MERICLE, OF DETROIT, MICHIGAN.

cAnBUJanTER.

Application filed February 9, 1916.

To all whom t may conc-ern Be it known that we, FREDRICK SCHLUE- Tnn and CLARENCE Mnmcnn, citizens of the United States, residing at Detroit, in the t county of Wayne and State of Michigan, Ifhave invented new and useful lmprovements in Carbureters, of which the following is a specification. V

This invention relates to earbureters, the lo chief aim of the invention being to produce a carbureter the construction and operation of which will eliminate'the danger of back fire from the engine which so frequently results in setting fire to the carbureter and M the fuel which has escaped 'therefrom by reason of the intentional or unintentional flooding of the carbureter preparatory to starting the engine in operation.

-More specifically stated, the object of the present invention is to produce a carbureter '.inwlich the air and fuel chambers are separated in such a manner as to prevent the flame in case of back fire from entering the bowl or chamber in4 which the fuel is contained, the construction hereinafter. described eliminating the volume of air rushing in ahead of the fuel on quick accelera-y tion andwhich causes a lean mixture,` thel construction also providing for relieving 'F0 the pressure on the air valve in such event.

, With the above and other objects in view, the invention Consists in the novel 'construction, combination and arrangement of parts, as herein described, illustrated and claimed.'

95 vlln the accompanying drawings z-Figure 1 is a frontelevation of a carbureter'embodying the present invention. Fig. is a side elevation of the same. Fig. 3 is a vertical longitudinal section on the line to 3-3 of Figl. Fig. 4 is a vertical section ori the line 4 4 of Figf2. Fig. 5 is a horizontal section on the line `5 5 of Fig. 2. Fig. 6'is a vertical section on the line 6-6 of Fig. 4. Fig. 7 is a vertical longitudinal A5 section through'the air chamber and the lower portion of the mixing chamber. Fig. 8 is a bottom .plan View of the air chamber. Fig. 9 is a vertical section onV thel line 9-9 'of Fig. '7. Fig. .10 .is a vertical section on the line 10-10 ofFig. `7.- Fig. 11 is a top planvview of the air chamber' showing the combined relief -valve and gate. Fig; 12

is a detail view of the auxiliary air inlet The' carbureter contemplated in this invention comprises the three main elements titi Specification of Letters Patent.

Patented Jan. ltd, 491W.. serial No. 77,223.

or sections A, B and C, A representing the carbureting chamber, B the bowl which contains the fuel oil and C the air chamber.

The carbureting chamber A is shown in formof a tubular body or pipe which is provided at e top thereof with the usual flange 1 by means of which the'carbureter as a whole is fastened to a corresponding fiange of the intake pipe or manifold of an'internal combustion engine in a manner well understood by those familiar with the art to which this invention appertains. Located within said tubular body or pipe A is a throttle valve 2 of the butterfly type, the same being provided with the usual stem 3 journaled in bearings in the A and provided exteriorly thereof with an operating lever 4 controlled by means of the usual connections from the dash of a motor vehicle.

The pipe A is provided at a suitable elevation with laterally and oppositely extendmg Hanges 5 bearing a tangential relation to the exterior surface of said pipe and hava flat face (5 against which the similarly machined flat face 7 of the bowl B is 4fas- Pip@ ing their outer faces machined toi/provide tened by means of cap screws 8 or their equivalent. The pipe forming the mixing chamber A is also formed with an orifice 9 in the fiat face (3 thereof to receive a tubular elbow 10 forming the fuel outlet of the bowl B. The upstanding end of the elbow 10 is threaded to receive a nozzle or jet 11 which is threaded tightly thereon as shown,

the exit opening of said. nozzle or jet'being of any desired size in accordance with the capacity and requirements of the engine. It is intended to employ a'number of mterchangeable nozzles 'or jets 11 of different lengths and capacities so that the exit opening of the jet or nozzle will be located about one-half of an inch, more or less, above the normal level of fuel in the bowl B.

The nozzle or jet 1l extends upwardly and is located centrally within the mixing chamber A.

The bowl B is provided with a fuel inlet nipple 12 to which the usual fuel feed pipe is connected and within said nipple is arrangedA a fuel inlet valve .13 having a tapered valve face 14 and a reduced stem 15 eir-V tending into the bowl B as shown in Fig. 4 where it is adapted to come in contact with the depending arm 16 of an elbow lever 17 which is pivotally mounted at 18 within I the bowl, the lever' 17 having connected thereto a float 19. The larger portion of the valve 13 is so shaped in cross section as to provide a number of flat faces 2() for the purpose of allowingthe fuel to pass by the valve and reach the inside of the bowl' B. A light coiled expansion spring 21 is arranged behind the valve 13 for the purpose of merely assisting'in closing the valve in case the pressure of fuel in the bowl is not suilieient to fully elevate the float to the limit ofv its movement.

The operation of the mechanism just described is as follows: When the float 19 is at the upper limit of its movement, which is the case when the fuel is at its normal level in the bowl, the arm 16 moves away from the valve 13 and permits said valve to fully close and cut off further admission of fuel to the bowl. As the float 19 moves downwardly due to the falling of the level of fuel in the bowl, the arm 16 presses against the stem 15 and unseats the valve 13 thereby allowing more fuel to flow into the bowl B.

22 designates an overflow pipe which communicates with the bowl l, at an elevation above the inlet valve 13 and below the discharge orifice of the nozzle or jet l1, so that the fuel may overflow before reaching the height of the nozzle. The discharge end of the pipe may be ar anged at any place suiiiciently remote from the carburoter to eliminate danger of lire due to backfire from the engine.

The air chamber C extends horizi'intally and is formed with an upstanding neck por tion 225 which is fastened as shown at 24 to the lower end of -the carlnueting chamber A. The carbureting chamber is formed preferably in the bottom thereof with the auxiliary air intake orilice in conjunction with which cooperates an auxiliary air inlet Valve 2G of the flap type7 the same being mounted at one end upon a hinge pin or` rod 27 which extends through the opposite side walls of the air chamber as shown in Fig. 10 and is centered by means of washers or collars 28 to prevent the side edges of the valve from working in frictional contact with the side-` walls of thel air ehan'iber. 0n its lupper side the valve 2G is provided with a lug 29 to which; is attached one extremity of a coiled expansion spring lill the other extremity of which is attached to the free end of an adjustable spring support ill having oppositely extending pintles 32 which are journaled in bearings 3? fastened by the means 3st to the bottom wall of the air chainber as shown in llig. 9.

One end of the air chamber (l is closed bymeans of an. end wall 35 shown in the form of a` plug inserted in the end of the air chamber and secured by fastening means 3G. A tensioning device 37 shown in the, form of a screw threaded through an opening in the end wall- 35 so asto bear at its inner end against th adjustable spring support 3l for the purpose of compressing or relieving said spring to enable the /valve 2G to open with greater or less ease. The tensioning device l? is preferably provided with a milled head 38 adapting it to be turned by hand and said head is shown as engaged by a spring detent 39 'fastened at l() to the end wall 35 of the air chamber. 7r

In its upper side the air chamber is formed with another orifice 41 normally closed by means of a combined relief valve and gate l2 which is hinged at 43 to the air chamber. The working faces of the members "26 and l2 are preferably ,lined with suitable packing material as shown at 44. to obtain a tight closure of the orilices 25 and 4i. A spring 45 is employed in connection with the relief valve -lfor holding the 3 same normally closed with ay very light pressure which will not prevent the free opening of `said valve and lgate Ll2 in case of back lire thus allowing the exploding charge to escape from the air chamber without any tendency of the same to enter the bowl B containing the liquid fuel.

At its other end the air chamber is formed with a main or primary air inlet orilice 4G normally closed by means of an air inlet strangler valve 4:7 which is pivotally mounted at Li8 on 'the air chamber and comprises an operating arm 49 to which any suitable connection may be attached. The valve i7 is normally open so as to allord the main air supply but in starting an engine in cold weather, in order to obtain less air and therefore a richer mixture7 the air valve 47 is closed so that the only supply of air is obtained through the oriliee the inrush of air being` resisted by the spring seated valve QG.

From the 'foregoing description, taken in connection with the accompanying drawings, it will now be understood that the carhureter comprises the. three main sections or members d, liand (l and that the air chamber and the mixing chamber are in direct connuunication with cach other, while the l'uel containing bowl is out of connnunication with both the air chamber and the mixing chamber excei'iting only through the small discharge orifice at the extremity ot the nozzle or 4iet ll, therefore in case. of back lire. the llame will be directed downwardly 120 through the mixing chamber and through the large orilice in the neck 23 into the air chamber C and thence out 'ardly through the relief valve '.lhe flame is thus prevented from reaching the fuel in the bowl 125 il. Furthermore, no carbureted air is retained in the bowl il as the same escapes through the safety vent tube, l2 which may be led oli= to any desired point where tho fuel laden air passing therethrough can not, 130

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1,213,028 n wat be ignited by any flame or spark. The relief valve 42 relieves the pressure on the air valve 26 and is also usefiilin giving access to'the spi-ing A30 within the air cham-` ber. The overlow pipe 22 is particularly Valuable in case thel inletl valve lbecomes leaky or in ca se any of the other mechanism controlled by theI float becomes defective or inoperative for any reason, frequently resulting in' tlie flooding of the carbureter and tlie ignition oi the fuel within and exteriorlyl of the same in case of back lire.

Having thus described our invention, we claimz- In a carbureter, the combination of a substantially vertical carbureting chamber of a tubular formation, ahorizontally elongated air chamber at right angles to the bottom of said carbureting chamber projecting on opposite sides thereof and having .an outlet of the cross sectional capacity of the carbureting chamber, a fuel containing bowl arranged eXteriorly of both `the carysaid orifice, tensioning means for said Valve, a pressure relief opening in tlie top wall of said air chamber, a Valve for the last named opening, and a 'strangler valve-controlled aii"v inlet at one end ofsaid air chamber.

In testimony whereof: we alix our signatures in presence of two Witnesses.

FREI/linien SCHLUETER. CLARENCE MERICLE.

Witnesses: l ELLA FRENCH, ALvAiim'rA SMITH. 

